Flying saucer structure



July 30, 1968 1.. ROGERS FLYING SAUCER STRUCTURE 2 Sheets-Sheet 1 FiledMay 24, 1966 2 Vfl laszerjgyens 4 M64224? July 30, 1968 1.. ROGERSFLYING SAUCER STRUCTURE 2 Sheets-Sheet 2 Filed May 24,

United States Patent 3,394,906 FLYING SAUCER STRUCTURE Lester Rogers,Box 133, Jetmore, Kans. 67854 Filed May 24, 1966, Ser. No. 552,464 2Claims. (Cl. 244-23) ABSTRACT OF THE DISCLOSURE An aircraft including acircular-shaped body portion having a central duct extendingtherethrough. A motordriven propeller is included within the centralduct to power the craft, and a plurality of air foil means are providedto furnish lift and stability. In a preferred embodiment, the air foilmeans includes pairs of arcuately spaced fin members extending throughthe body portion of the craft, each pair of fin members forming an airflow channel extending through, from the upper to the lower surface of,the body portion of the craft. The channels are at an acute angle withrespect to the longitudinal axis of the central duct, and at an oppositeangle from the pitch of the propeller blades. Another embodiment of thecraft includes arcuately shaped fins, one set thereof being mounted onthe upper surface of the craft and one set thereof being mounteddirectly below and on the lower surface of the craft. The rim or outsideperimeter of the craft is weighted on one side thereof to counteract theoff-center weight distribution of the motor.

This invention relates generally to an aerodynamic structure and moreparticularly to a toy flying saucer.

Conventional aircraft normally have a fuselage to which a pair ofoutwardly extending wings are attached. The aircraft is commonlypropelled through the air by means of engines mounted on the wings.However, various unidentified moving objects have recently been seen inthe air. These unidentified flying objects are usually alleged to have adisk or saucer shape and exhibit excellent maneuverability andacceleration characteristics.

The structure through which these flying objects or saucers obtainalleged superior performance is, at the present time, unknown. However,the performance and unique shape of the flying saucers has aroused theinterest of many people. Scientists and engineers are interested in themechanical structure which maintains the flying saucers airborne; modelbuilders and young people, on the other hand, are fascinated by theshape of the flying saucers.

Therefore, one of the objects of this invention is to provide a model ofa flying saucer which will illustrate the characteristics of flight of adisk shaped body.

Another object of this invention is to provide a disk shaped structurewhich will maintain free flight under its own power.

These and other objects and features of the invention will become moreapparent upon a reading of the following description when taken inconnection with the accompanying drawings, wherein:

FIG. 1 is a perspective view of a structure illustrating a preferredembodiment of my invention;

FIG. 2 is a plan view of the structure of FIG. 1 illustrating therelationship of various components of the structure;

FIG. 3 is an elevational view of the structure of FIGS. 1 and 2 andillustrates the vertical relationship of the components of thestructure;

FIG. 4 is a sectional view, taken along the line 4-4 of FIG. 2,illustrating the relationship of a motor and air foils utilized in thepreferred embodiment of my invention;

FIG. 5 is a sectional view, taken along the line 55 of FIG. 2,illustrating the structure of fins used in the air foil structure;

FIG. 6 is a perspective view, on a reduced scale, of a second embodimentof my invention; and

FIG. 7 is an enlarged view of the relationship between fin membersutilized in an air foil in the structure of FIG. 6.

Referring now to the drawings in greater detail, there is shown in FIGS.1 and 2 an aircraft or flying saucer 10 which forms a preferredembodiment of my invention. The aircraft 10 has a circular or diskshaped body 12 which is powered by a glow plug type diesel engine orother suitable motor 14. The motor 14 drives a propeller 16 in acounterclockwise direction, as indicated by the arrow in FIG. 2.Rotation of the propeller 16 draws air downwardly through a central ductor tunnel 18 in which the motor is mounted on support struts or bars 20.This action by the propeller lifts the aircraft 10 vertically relativeto the ground due to the simultaneous creation of a partial vacuum abovethe aircraft and a high pressure air column below the aircraft.

The counterclockwise rotation of the propeller 16 results in acounter-rotation of the disk shaped body 12 in a clockwise direction, asindicated by the arrow 24 in FIG. 2. This clockwise rotation of the body12 provides gyroscopic stability to the ircraft when it is in poweredflight. In addition, air foils 26 are provided to utilize the rotationof the body 12 for creating a secondary source of lift for the aircraft10, in a manner to be explained in greater detail subsequently. The airfoils 26 are secured to the duct 18 at a radially inner end and aresecured to an annular rim member 28 at a radially outer end. The airfoils, duct and rim are all interconnected by a tough sheet or membraneassembly 32 which is reinforced by radially outwardly extending struts34. The sheet assembly 32 is advantageously made of a tough polymericmaterial, as is the rest of the body 12 of the aircraft.

The body 12 and motor 14 are both mounted with their longitudinal axesat the geometric center of the aircraft 10. However, the motor 14includes a radially outwardly extending cylinder portion 3 8 (see FIG.2) which results in the center of gravity of the motor being displacedradially relative to the center of gravity of the body of the aircraft.This displacement of the center of gravity of the motor relative to thebody of the aircraft would, if uncorrected, result in an unstable flyingcondition for the aircraft 10. Therefore, counterweights 40 are mountedon the rim 28 to offset the unbalance created by the motor 14 so thatthe center of gravity of the aircraft 10 is at the geometric center ofthe aircraft. This coincidence of the center of gravity and geometriccenter of the aircraft results, as will be apparent to those skilled inthe art, in a relatively stable, wobble-free, flight for the aircraft10.

Referring now to FIGS. 3 through 5, in which the structure of theaircraft 10 is illustrated in greater detail, the air foils 26 eachinclude a pair of spaced apart fins or vanes 44 and 46. The fins 44 and46 are formed of a flat, resilient polymeric material and are connectedto the duct 18. Also, the fins flare radially outwardly in acounterclockwise direction from the duct 18 toward the rim 28, as isperhaps best seen in FIGS. 2 and 3, to define a slot or passage 50. Anarcuate uppermost edge portion of the fin 46 extends above an uppersheet or membrane 52 of the sheet assembly 32. The fin 46, as shown inFIG. 5, is mounted with its transverse axis at an upward angle relativeto the longitudinal axis of the duct 18 and aircraft 10. The fin 46 isslanted upwardly so that when the aircraft 10 is rotated in a clockwisedirection air pressure on a forward surface 54 of the fin lifts theaircraft upwardly. The fin 46 also diverts air downwardly through theslot 50 to create a partial vacuum behind the fin. The slot 50 has anoutwardly diverging structure to permit a greater volume of air to beconducted through the slot at the radially outer end of the slot wherethe fin 46 has its largest angular velocity. The greater angularvelocity of the outer end of the fin tends to force a larger Volume ofair into the slot 50' at the radially outer end than at the radiallyinner end.

The lower fin 44 projects axially outwardly beneath a lower sheet ormembrane 56 of the sheet assembly 32. The lower fin 44 is also angledrelative to the longitudinal axis of the aircraft 10. The tranverse axesof the fins 44 and 46 are generally parallel to each other. However, thelongitudinal axes of the fins will not be parallel to each other, sincethe fins diverge radially outwardly.

The arcuate downwardly projecting edge portion of the fin 44 is slantedto provide vertical lift when the body 12 of the aircraft is rotated ina clockwise direction. This vertical lift is increased by the airflowing through the slot 50 of a preceding air foil. Therefore, the fins44 and 46 both provide an upward lifting force, when the body 12 of theaircraft is rotated. The fin 46 also diverts air downwardly to the slot50 to create a lift on the lower surface of the fin and a partial vacuumadjacent an upper surface of the fin.

The duct 18 includes an upper radially outwardly sloping motor mountflare or skirt 60 which reduces turbulence and channels air into theduct 18. A radially outwardly sloping pedestal flare or skirt 62 isprovided at the bottom of the duct 18 to expand a high pressure aircolumn from the propeller 16 over a large area to increase both lift andstability. The motor mount flare 60 and pedestal flare 62 areinterconnected by a cylindrical side wall portion 64 to provide a rigidcentral structure for the aircraft 10. The pedestal flare 62, as itsname implies, may be used as a resting base for the aircraft 10 to situpon when the aircraft is not in flight.

The propeller 16, as is best seen in FIG. 4, includes a plurality ofoutwardly extending blades 68 which are connected to a hub portion 70 ofthe propeller and mounted adjacent to the lower end portion of the duct18. The blades are angled, relative to the longitudinal axis of theaircraft, in a direction generally opposite from that of the fins 44 and46 (see FIG. The propeller is, as previously explained, rotated by themotor in a counterclockwise direction to life the aircraft upwardlywhile rotating the body section 12 at a relatively slow speed in aclockwise direction. As the propeller blades 68 are rotated, a column ofrelatively high pressure air is formed under the aircraft 10. Thiscolumn of air is spread outwardly by the pedestal flare 62. The columnof air is retained under the aircraft, to some extent, by the radiallyoutwardly and downwardly sloping rim 28 which tends to entrap the airbeneath its lower surface 74.

The motor 14 is, in the preferred embodiment of the aircraft, of a wellknown glow plug type which is commonly used in model aircraft. The motoris started through the assistance of a starter spring 76 which ismounted on the propeller shaft. A battery clip 78 is provided to connectthe heating element or plug within the motor 14 to a battery. Suitablefuel is supplied to the engine through an aperture in the motor intowhich a fuel flow rate regulating valve 82 is mounted. As will beapparent to those skilled in the art, the motor is started by connectingthe clip 78 to the motor and, by means of the spring 76, rotating thepropeller 16.

In order to enhance the understanding of the invention, a modified formis shown in FIGS. 6 and 7. In this modified form of the invention, likenumerals have been used to designate like parts with a suflix a beingemployed to distinguish the elements associated with FIGS. 6 and 7 fromthose of FIGS. 1 through 5. The aircraft 100, as is best seen in FIG. 6,includes a central duct 18:: in which a motor 14a is mounted. An annularrim 28a is connected to the duct 18a by a sheet or membrane assembly32a.

The sheet or membrane assembly 32a includes an upper surface 52a and alower surface 56a.

The embodiment of the invention shown in FIGS. 6 and 7 differs primarilyfrom the embodiment of FIGS. 1 through 5 in the construction of the airfoils 102 which extend radially outwardly from the duct 18a to the rim28a. The air foils include two separate fin members 104 and 106. The finmembers 104 are mounted on the upper sheet 52a and are angled radiallyoutwardly in a counterclockwise direction. The fin members 104 have anarcuate longitudinal axis and a generally vertical transverse axis 112.The fins 104 are angled in a counterclockwise direction relative to thetransverse axis of the aircraft. Since the aircraft 100 rotates in aclockwise direction when the motor 14a is powering the craft in flight,the fin members 104 will deflect air upwardly away from the surface 52ato provide a partial vacuum in a cup-shaped recess 116 formed behind thefins 104.

In a similar manner, the fin 106 is mounted on the lower surface 56a ofthe aircraft 100. However, as will be apparent from an inspection ofFIG. 7, the fins 106 extend radially outwardly from the duct 18a with aclockwise slope. Therefore, when the aircraft 100 is rotated in aclockwise direction, the fin 106 will tend to trap air in a cup-shapedrecess 120 formed by the forward surface of the fin to provide lift,against the lower surface 56a of the aircraft.

As is perhaps best seen in FIG. 7, the fins 104 and 106 have inner endportions 122 and 124 which are circumferentially displaced relative toeach other adjacent to the central duct 18a. Similary, the fins 104 and106 have radially outermost portions 126 and 128 which are displacedcircumferentially relative to each other adjacent to the rim 28a of theaircraft 100. This relative displacement of the fins 104 and 106 resultsin an even application of lifting forces to the aircraft. Thus, theaircraft 100 is driven in powered flight by the motor 14a and isretained in an airborne condition by an air column from a propellerfastened to the motor and the aerodynamic action of the fins 104 and106.

For purposes of affording a more complete understanding of theinvention, it is advantageous now to provide a functional description ofthe mode in which the component parts thus far identified cooperate. Theaircraft 10 is prepared for flight 'by first filling the fuel reservoirin the motor 14. A one and one-half volt battery is then connected tothe clip 78 to heat the resistance element in the glow plug engine 14.The propeller 16 is then rotated with the starter spring 76. After themotor catches, the speed of the engine is adjusted by turning the fuelcontrol valve 82. The aircraft is launched by holding it in asubstantially horizontal position and rotating it in a clockwisedirection. The propeller 16 forces a column of air downwardly throughthe duct 18. This downwardly flowing column of air will be diffusedoutwardly by the pedestal flare or skirt 62 to lift the aircraft 10vertically.

Simultaneously with this vertical movement of the aircraft, the body 12will be rotated in a clockwise direction by the counter torque resultingfrom the counterclockwise rotation of the propeller 16. Thiscounterclockwise rotation of the body 10 will cause the upwardlyextending arcuate fins 46 to engage air on their lower downwardlysloping inner surface to lift the aircraft. A partial vacuum will tendto be formed adjacent to the upper surface of the fin 46 to furtherincrease the lift imparted to the aircraft by the fins 46. Air pressingagainst the lower inner surface of the fin 46 will be directeddownwardly through the radially outwardly diverging slot 50. The airwill then flow out of the slot and engage the lower outer surface of theadjacent fin 44 to provide further lift for the aircraft. The clockwiserotation of the body 12 and the aerodynamic action of the fins 44 and 46will impart a translational movement to the rotating aircraft.

When the motor 14 is out of fuel the aircraft will tumble toward theground due to lack of lifting power.

Since the entire craft is made of a tough resilient plastic and tends toglide to the ground with this tumbling movement, the aircraft is notdamaged by impact With the ground. Also this impact is decreased byground effects between the aircraft and the earth.

While the illustrated embodiments are intended for use as toys, it willbe apparent to those skilled in the art that the structure has many useswhen built to a larger scale. It is contemplated that the full sizeaircraft will be controlled by shifting the center of gravity oraltering the lift imparted to the craft by the air foils. In addition,the direction of flight can be controlled by tilting the duct 18relative to the body 12, With the full size craft, and certain delicatemodels, it is contemplated that a parachute will be utilized to reducethe impact upon landing. The specific examples herein shown anddescribed are, therefore, to be considered as being primarilyillustrative.

What is claimed is:

1. An aircraft comprising: a circular-shaped body portion includingupper and lower surfaces joined at the outer perimeter thereof; acylindrically-shaped central duct extending through said body portion,said duct having an intake opening through said upper surface of saidbody portion and an outlet opening through said lower surface of saidbody portion; air foil means including a plurality of pairs ofspaced-apart fin members, said pairs being arcuately spaced about saidcircular body portion, each pair of fin members being secured to andextending radially outwardly from said central duct with transverse axesthereof at an acute angle relative to the longitudinal axis of saidduct, each of said pairs of spaced-apart fin members definingtherebetween an airflow channel, said air flow channels extendingthrough said body portion between said upper and lower surfaces thereofand opening outwardly therethrough at respective ends of said channels;motor means mounted in said duct; and propeller means including aplurality of blades mounted within said duct on said motor means, saidblades being angled in a direction opposite from said radially extendingfin member pairs, whereby upon the rotation of said propeller means bysaid motor means in one direction at a first rate of rotational speed,air is drawn into said intake and expelled through said outlet of saidduct, said motor means duct and body portion including said air foilmeans r0- tating in a second direction at a second relatively slowerrotational speed, thereby to power said aircraft in flight.

2. An aircraft as claimed in claim 1 wherein: first ones of said pairsof fin members include ancuate wing-shaped uppermost edge portionsextending outwardly from said upper surface of said body portion andsecond ones of said pairs of fin members include arc-shaped lowermostedge portions extending outwardly from said lower surface of said bodyportion, whereby upon the rotation of said aircraft in said seconddirection, said uppermost and lowermost edge portions of said first andsecond ones of said pairs of fin members, respectively, serve to directair into and out of said channels, respectively, thereby to provideadded vertical lift to said aircraft.

References Cited UNITED STATES PATENTS 2,718,364 9/1955 C-rabtree 244-122,843,339 7/1958 Streib 244-12 3,013,744 12/1961 =Klapproth 244-122,567,392 9/ 1951 Naught 244--23 2,835,073 5/1958 Dame 46-76 2,949,6938/ 1960 McRoskey 4675 3,101,917 8/1963 Sudrow 244-23 MILTON BUCHLER,Primary Examiner.

T. W. BUCKMAN, Assistant Examiner.

